1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes...

6
International Journal of Science and Research (IJSR) ISSN: 2319-7064 ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426 Volume 8 Issue 7, July 2019 www.ijsr.net Licensed Under Creative Commons Attribution CC BY Effect of BRTS on NMT users in Ahmedabad Sarath Kuttikkatuparambil Thilakan 1 , Talat Munshi 2 1 Mumbai Univeristy, Pillai College of Architecture, Rasayani, Raigad, Mumbai, Maharashtra, 410207, India 2 Denmark Technical University, Anker Engelunds Vej 1 Bygning 101A, 2800 Kgs. Lyngby, Denmark Abstract: The transit systems being developed up and about all over the country, has multidimensional impacts on economic, environmental and sociological aspects. A perfect transit system would be the one which can bring more people out of their cars to the transit system and which is more equitable, affordable and environmentally friendly. Research is about the BRTS system in Ahmedabad and how much it has affected the way people travel, in short, the mode choice changes that have occurred before and after the BRTS have been analyzed and inferred. The changes for NMT users, who are most vulnerable among all mode users, especially in a city like Ahmedabad, was studied. Random sampling was done for a sample size of 130. The survey was done to know the shifts made by the road users and the reasons for the shifts and the issues they face using stated preference and revealed preference survey. Keywords: mode choice, Non-motorized-transit users, BRTS, mobility, mass transit 1. Introduction India has seen rapid urbanization in the past two decades along with changes in urban structure land prices, increasing migration and widespread technology dualism, especially in the sectors of transport and industry. This has caused a spur in motorized travel demand. (Kumar, Agarwal, & Zimmerman, 2011)The public transport system which is an essential mode of transport for a large section of the population in developing cities has also taken new forms. Its importance is even more significant in third world cities like Ahmedabad, which are characterised by rapid transit demand, poor transport capacities, widespread road congestion, air pollution exceeding the norms and a large proportion of the disadvantaged section especially the urban poor. (Munshi & Dijst, 2004) The most commonly adopted strategies to mitigate these problems worldwide are improving public and non- motorized transport through a variety of management and operations strategies and infrastructure investments, as well as traffic management. National Urban Transport Policy document suggests the improvement of PT facilities by introducing more efficient PT systems like BRTS, Metro, Mono Rail Etc. and encouraging NMT usage in every city by providing dedicated lanes and NMT plans. Bus Rapid Transport System, mostly famous in Latin American cities has made its entry in India in 2009 July at Ahmedabad, Gujarat. BRTS is conceived as an integrated system, which includes affordable transport along with infrastructure for pedestrians and cyclists and changes in land use planning, housing policy, road design approach and road space use, and pricing of parking and public transport. (Mahadevia & Joshi , 2013) The new transit system is getting more and more popular in third world cities mainly due to its low cost of construction and Operation & Maintenance. BRTS network is generally provided with a dedicated NMT corridor. In Ahmedabad BRTS the provision of NMT track is intermittent and inconvenient in most stretches which could be due to issues in managerial or planning or implementation level or a mix of any of these. (Mahadevia & Joshi , 2013) NMT mode is very important to any transit system as it provides an ideal choice for last mile connectivity to the system. It is also the greenest and most sustainable mode available to the people and also has intangible but visible social and physical health benefits. (Woodcock & Tiwari, 2009) Because of their dense and mixed land use structure and organically evolved road network pattern and the fact that most Indian non-metro cities have an average trip length of less than 5 km which is a comfortable commutable distance for bicycling for most age groups, NMT modes are very relevant in Indian context. This study revolves around the impacts the BRTS has on the people who are dependent on non-motorized transport modes. With the introduction of a rapid transit system, the effects on the public are two sided. The multiple mode shifts that can occur could either be positive or negative to the environment. The mode choices of people residing near the corridor are influenced by the rapid transit corridor. The right of way adjustments could also improve the NMT infrastructure simultaneously. Also, it may have a positive impact on the environment if the Mass Transit System encourage more people to shift from private modes to PT and discourage shifting from NMT to private modes. To encourage the NMT mode usage the infrastructure provisions are to be continuous and convenient. To understand the context a questionnaire survey was conducted which asked about the mode choice changes and reasons for shifting and major issues NMT users are facing. The provision of Mass Transit System alone cannot help the environment but a major shift towards the Transit system and NMT usage coupled with reduced usage of private modes can. The research looks into the mode choice changes induced by the BRTS intervention, issues faced by the NMT users 2. Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010) has a population of 6.35 million (CENSUS, 2011), with a growth rate of 3.5% and an area of Paper ID: ART20199456 10.21275/ART20199456 629

Transcript of 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes...

Page 1: 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010)has a population of 6.35 million (CENSUS, 2011), with a growth rate

International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

Effect of BRTS on NMT users in Ahmedabad

Sarath Kuttikkatuparambil Thilakan1, Talat Munshi

2

1Mumbai Univeristy, Pillai College of Architecture, Rasayani, Raigad, Mumbai, Maharashtra, 410207, India

2Denmark Technical University, Anker Engelunds Vej 1 Bygning 101A, 2800 Kgs. Lyngby, Denmark

Abstract: The transit systems being developed up and about all over the country, has multidimensional impacts on economic,

environmental and sociological aspects. A perfect transit system would be the one which can bring more people out of their cars to the

transit system and which is more equitable, affordable and environmentally friendly. Research is about the BRTS system in Ahmedabad

and how much it has affected the way people travel, in short, the mode choice changes that have occurred before and after the BRTS

have been analyzed and inferred. The changes for NMT users, who are most vulnerable among all mode users, especially in a city like

Ahmedabad, was studied. Random sampling was done for a sample size of 130. The survey was done to know the shifts made by the road

users and the reasons for the shifts and the issues they face using stated preference and revealed preference survey.

Keywords: mode choice, Non-motorized-transit users, BRTS, mobility, mass transit

1. Introduction

India has seen rapid urbanization in the past two decades

along with changes in urban structure land prices, increasing

migration and widespread technology dualism, especially in

the sectors of transport and industry. This has caused a spur

in motorized travel demand. (Kumar, Agarwal, &

Zimmerman, 2011)The public transport system which is an

essential mode of transport for a large section of the

population in developing cities has also taken new forms. Its

importance is even more significant in third world cities like

Ahmedabad, which are characterised by rapid transit

demand, poor transport capacities, widespread road

congestion, air pollution exceeding the norms and a large

proportion of the disadvantaged section especially the urban

poor. (Munshi & Dijst, 2004)

The most commonly adopted strategies to mitigate these

problems worldwide are improving public and non-

motorized transport through a variety of management and

operations strategies and infrastructure investments, as well

as traffic management. National Urban Transport Policy

document suggests the improvement of PT facilities by

introducing more efficient PT systems like BRTS, Metro,

Mono Rail Etc. and encouraging NMT usage in every city

by providing dedicated lanes and NMT plans.

Bus Rapid Transport System, mostly famous in Latin

American cities has made its entry in India in 2009 July at

Ahmedabad, Gujarat. BRTS is conceived as an integrated

system, which includes affordable transport along with

infrastructure for pedestrians and cyclists and changes in

land use planning, housing policy, road design approach and

road space use, and pricing of parking and public transport.

(Mahadevia & Joshi , 2013)

The new transit system is getting more and more popular in

third world cities mainly due to its low cost of construction

and Operation & Maintenance. BRTS network is generally

provided with a dedicated NMT corridor. In Ahmedabad

BRTS the provision of NMT track is intermittent and

inconvenient in most stretches which could be due to issues

in managerial or planning or implementation level or a mix

of any of these. (Mahadevia & Joshi , 2013) NMT mode is

very important to any transit system as it provides an ideal

choice for last mile connectivity to the system. It is also the

greenest and most sustainable mode available to the people

and also has intangible but visible social and physical health

benefits. (Woodcock & Tiwari, 2009)

Because of their dense and mixed land use structure and

organically evolved road network pattern and the fact that

most Indian non-metro cities have an average trip length of

less than 5 km which is a comfortable commutable distance

for bicycling for most age groups, NMT modes are very

relevant in Indian context.

This study revolves around the impacts the BRTS has on the

people who are dependent on non-motorized transport

modes. With the introduction of a rapid transit system, the

effects on the public are two sided. The multiple mode shifts

that can occur could either be positive or negative to the

environment. The mode choices of people residing near the

corridor are influenced by the rapid transit corridor. The

right of way adjustments could also improve the NMT

infrastructure simultaneously. Also, it may have a positive

impact on the environment if the Mass Transit System

encourage more people to shift from private modes to PT

and discourage shifting from NMT to private modes. To

encourage the NMT mode usage the infrastructure

provisions are to be continuous and convenient. To

understand the context a questionnaire survey was

conducted which asked about the mode choice changes and

reasons for shifting and major issues NMT users are facing.

The provision of Mass Transit System alone cannot help the

environment but a major shift towards the Transit system

and NMT usage coupled with reduced usage of private

modes can. The research looks into the mode choice changes

induced by the BRTS intervention, issues faced by the NMT

users

2. Ahmedabad BRTS

Ahmedabad city, among the fastest growing cities in India

(Forbes magazine, 2010) has a population of 6.35 million

(CENSUS, 2011), with a growth rate of 3.5% and an area of

Paper ID: ART20199456 10.21275/ART20199456 629

Page 2: 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010)has a population of 6.35 million (CENSUS, 2011), with a growth rate

International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

464 Sq. km. (AMC, http://www.egovamc.com/#, 2015). It

has AMTS (Ahmedabad Municipal Transport Services) and

Janmarg BRTS as the main public transport systems.

Ahmedabad Janmarg Ltd is registered under Companies

Act, 1956 and is 100% subsidiary of Ahmedabad Municipal

Corporation. In order to provide faster, reliable, eco-friendly

and advanced Public Transportation Ahmedabad Janmarg

Ltd is committed to operate and run BRTS services for

Ahmedabad city. The BRT system has an operational

network length of 96 km in length (CEPT, 2015). It has 10

routes and 230 buses (2015) (CEPT, 2015). The transit

system has brought about a change in the way people

travelled in Ahmedabad. The project has given Ahmedabad

a global spotlight and place on the map. It has also won

various Accolades and appreciation for the implementation

of sustainable BRTS Operation on Global and International

level. (AMC,

http://www.ahmedabadbrts.org/web/About_JanMarg.html,

n.d.)

3. Corridor Selection

The area selected was Narol Naroda BRTS corridor in

western Ahmedabad. It is the busiest corridor in

Ahmedabad, in terms of boarding and alighting. (CEPT,

2015) It is a 13.2 km stretch and it shares the ROW with

NH-8 which passes through the area. The area is known for

its industries mainly and also has the highest number of

bicyclists.

Figure 1: Ahmedabad BRTS corridor

Map 1: Points of survey

Figure 3.12 shows the section at present corridor at Narol-

Naroda stretch near Soni Ni Chali junction shows the BRTS

carriageway in the middle of the road. The ROW is being

shared with the NH 8.the bicycle tracks of 2.5 m width is

provided on both the sides. A service lane (3.5m) and a

footpath and shoulder are provided. This is not continuous

and the bicycle tracks are occupied by private vehicles and

the parking is done on service lanes as well. The bicycle

users generally use the service lane and the main

carriageway (NH-8). The study mainly evaluates the mode

shift, reasons and issues. For this purpose, the primary

survey was conducted. Questions regarding the following

were asked:

Figure 2: Section of the Narol-Naroda corridor

The mode usage (current and before BRTS)

The reason for shifting

Issues faced by NMT users

Travel and socio-demographic characteristics

4. Methods used

The travel demand is derived from various factors such as

socio- economic factors like age, sex, income etc. and travel

related characteristics such as trip purpose, trip length, trip

cost etc. For the study we are investigating the possible

factors which can be linked to the BRTS introduction and

NMT usage. The research looks into the changes with

consideration of the increasing registrations of motorized

vehicles.

Also, the same data was used to find the change in emission

level (CO2). The total trips made before and after BRTS was

considered alongside the fuel usage and average fuel

efficiency to give the CO2 emission from ASIF matrix

method. The data selected was from the road users from the

Paper ID: ART20199456 10.21275/ART20199456 630

Page 3: 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010)has a population of 6.35 million (CENSUS, 2011), with a growth rate

International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

near the BRTS corridor. A total number of 130 samples

were taken from the selected survey locations. The survey

was done on a random sampling basis, so that the probability

of selection was the same for all. The data is roughly

representative of all the people living in the influence area of

the BRT corridor. The survey questionnaire had the

following questions regarding mode choice and reasons and

issues.

1) Which mode did you use before BRTS

2) Which mode do you use now?

3) If shifted what is the reason?

4) If not shifted what is the reason?

5) What are the issues being faces?

6) Socio demographic status, like income, age, vehicle

ownership.

7) How much is the daily average Trip length?

5. Descriptive Statistics

5.1 Socio Demographics

The income of the households of the respondents showed a

high number of lower middle income group (5000- 10000

INR per month) 40% of the samples taken. Average income

is found to be 12165 INR ($175 US) per month.

Table 1: Vehicle ownership percentage Vehicle Ownership %

Bicycle 53

Two wheeler 39

Four wheeler 7

Auto 0.9

Others 0.1

Vehicle ownership chart shows a high percentage of

respondents (53%) owning bicycles and 2 wheelers (39%).

The 4 wheeler ownership is very less (7%). It can be seen

that the area has a high potential for shift towards NMT as

bicycle ownership is on the higher side.

5.2 Mode usage

The modal split of the sample reveals high number of 2-

wheeler share followed by bicycles (26%). The mode split

for BRTS is 12%. The share of walking is 7%. The mode

split for auto is 21% which is quite high.

Table 2: Mode usage Mode split in Ahmedabad city*

Mode Walk Bicycle Auto PT 2 Wheeler 4 Wheeler

% 13 18.3 8.8 15 35 8.9

Mode split in the study area

Mode Walk Bicycle Auto PT 2 Wheeler 4 Wheeler

% 7.4 26.4 20.7 11.6 30.6 3.3

5.3 Trip length

The average trip length can be used to plan and design the

facilities for NMT users. The trip length of users varies with

the income and mode usage. The low income group who

cannot afford any other motorized mode will mostly have a

shorter trip length and the private vehicle owners generally

have longer trip lengths. The NMT users also have a smaller

value generally.

Table 3: Trip length distribution

5.4 Mode usage before and after BRTS

Mode usage analysis revealed that certain mode usage has

decreased (walk, bicycle) and some have increased (auto,

two wheeler). The changes could be due to mere

convenience and consideration of the respondents or maybe

due to the convenience and safety factors. The decrease in

bicycle trips could be because of the safety concerns and

increase in auto trips could be due to the high fare of BRTS

and lack of adequate last mile connectivity

Figure 3: Mode usage comparison

5.5 Mode shift

The mode shifts were categorized in 8 classes for the

convenience of analysis.

Table 4: Mode shift

Mode shift (%)

NMT – NMT 32.2

NMT – Private 19.8

Private – Private 14.0

NMT – PT/IPT 12.4

Others – PT 9.9

Auto – Auto 9.1

Other – NMT 1.7

Other 0.8

It showed that a large proportion of people did not shift from

their NMT modes (32.2%). This indicates the large number

of captive users in the area. It is followed by shifts from

NMT mode to Private motorized modes (19.8%). It also

illustrates that a high percentage of the samples have not

shifted to other modes. 56% of the correspondents have

continued in their earlier modes.

This indicates that the modal shift from NMT to other

modes are high and the shift from other modes to NMT is

minimal. The NMT modes are not attractive to other mode

users.

Paper ID: ART20199456 10.21275/ART20199456 631

Page 4: 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010)has a population of 6.35 million (CENSUS, 2011), with a growth rate

International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

Also the users continuing to use NMT modes are higher

(32%) than those continuing in motorized modes (14%)

5.6 Reasons for shifting

The reason for shifting was enquired and the following

statistics was formed by ranking the reasons according to

their frequency.

Table 5: Reasons for shifting

Reasons for shifting

1. Convenience of current mode

2. Need for mobility

3. Concern due to increased traffic

4. Management issues, Police, maintenance, amenities

5. Less right of way due to BRTS introduction

6. Obstruction

7. Dust and smoke

8. Increase income

9. Lack f NMT facilities

10. Affordability of current mode

11. Nearness of PT/IPT stop

The majority of people have the opinion that the mode they

are using currently is more convenient than their previous

NMT mode. Another main factor is the need for mobility.

The travel times have become more crucial for them.

Nearness of PT stop/ IPT stop has not been as strong a

reason. 97% have the opinion that the mode choice is based

on the convenience it offers.

5.6 Reasons for continuing in NMT modes

The reasons for continuing in the same mode was also asked

to find if there is any link to the BRTS intervention. The

reasons for continuing in NMT modes are mainly

affordability the NMT modes offer and safety. The clean

travel route, infrastructure availability and travel time are

given least importance was a reason to continue using NMT

modes. It concretes the previous conception about NMT

users generally being poor. It can be seen that majority of

the users did not shift because other modes were too

expensive for them and they are forced to continue in the

same NMT mode. Among all the correspondents, people

who continued using NMT mode were 34.8%. Among them

87% were captive users.

Table 6: Reasons for Not Shifting Reason for Not Shifting %

Affordability , NMT mode is more affordable 62

NMT mode is more convenient for multiple destinations 54

Narrow lanes due to construction of BRT lanes 54

Safety 38

Ned for mobility 23

NMT facilities availability 23

Clean route 15

5.7 Reasons for shifting from NMT to Motorized modes

Many people had shifted from NMT to motorized modes.

This analysis showed if there is any linkage to this shift and

BRTS intervention.

Table 7: Reasons for shifting from NMT to motorized

modes

Reason %

Concern due to increased traffic 93

Current mode is more convenient for multiple destinations 79

Management issues (police, maintenance, amenities) 64

Obstruction 57

Need for faster mode 57

Narrow lanes due to construction of BRT lanes 57

Current mode is cheaper (value for money) 43

Increase in income 29

Dust & smoke 29

NMT facilities not available 29

Poor lighting / surveillance 7

It showed that the majority of the people who shifted from

the NMT mode to motorized modes, did so due to the fact

that the increased traffic over the past years after the

introduction of BRTS (93%), convenience the motorized

mode offers over the NMT users (79%) and lack of

maintenance and management of NMT transport

infrastructure (64%). Also the need for mobility (67%),

narrowing of lanes at certain stretches due to the BRTS

(67%), need for mobility (57%) are considered as a

determinant for the shift. The increase income and poor

lighting and surveillance are not as important as expected as

the reason for shifting.

6. Issues identified

The basic issues were related to the infrastructure provisions

and the safety concerns over exceeding amount of traffic in

the mixed traffic condition. There were also issues regarding

the smoke and dust. The narrowing of the road due to the

introduction of BRTS was found to be an issue.

Table 8: Issues of NMT users

Issues of NMT users %

Heavy Traffic and safety concern 63

Crossing 22.5

Smoke and Dust 9.5

Obstruction 7.5

It showed that most users are concerned about heavy traffic

and secondly the crossing difficulties, especially for women.

The heavy traffic seen in peak hours poses the threat of fatal

or major accidents to the users. The walking distance

increases in most cases. 22.5% had issues with crossing the

BRTS corridor. There is a need for foot over bridges as the

movement across the road is inevitable to some people. Also

the encroachment of the bicycle tracks by parking waste

dumping is also an issue. Also there are no public amenities

for NMT users like drinking water and toilets. The NMT

users most of them being captive users, do not have the

luxury to choose the motorized mode. The corridor is not

shaded at any point by trees or landscaping, which makes it

more difficult for the choice users to shift to NMT

considering the hot and dry climate of Ahmedabad.

Paper ID: ART20199456 10.21275/ART20199456 632

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International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

6.1 ROW changes

Figure 4: Satellite image before BRTS corridor construction

Before the introduction of BRTS, the shoulders on the sides

of the NH-8 were not utilized for traffic purposes but for

parking trucks and other vehicles. After the implementation

of BRTS, that space was taken up and developed for

adjusting the BRTS lane in between the NH lanes. The

remaining space was used for NMT track and footpath.

Figure 5: After construction

From the analysis, it could be seen that the change in right of

way can be seen was very negligible but the wide shoulders

which were used for parking vehicles were taken away

during the transit corridor development process. This has

caused an increase in load on the service lanes which were

used by NMT users. In short, there has been introduction of

NMT facilities in the corridor but since the provision is

inconsistent in terms of continuity and due to illegal parking

and encroachment and waste dumping, the NMT users

prefer to use the main highway and service lane in mixed

traffic condition

6.2 Carbon dioxide emission

For determining the carbon emission levels difference before

and after BRTS corridor development, the trip lengths for

reach mode before and after was considered. The ASIF

matrix was used to find the emission levels considering

unchanged trip lengths and increase in the vehicular

registrations over the years. The fuel efficiency of different

vehicles is taken; the fuel consumption is then calculated.

The emission characteristics of each fuel are taken into

consideration to find the emission of CO2 in tonnes per day

in the study area. The population density map was used to

calculate the expanded trips from the study area. The

population was found to be approximately 85000 in the

study area.

Table 9: ASIF Matrix before BRTS

This shows that the emission levels have increased by

around 3.21 tonnes CO2 per day that is around 1.22 times the

earlier emission levels. The possible reasons for increasing

emission could be:

People shifted from AMTS to 2 wheelers and autos which

increased emissions

The reduction in bicycle users and twice increase in Two

wheeler numbers

Table 10: ASIF Matrix after BRTS

7. Conclusion

The mode shifts that have happened after the intervention of

BRTS suggest that the overall impact the BRTS has on the

mode choice is negative towards the environment

considering CO2 emissions and issues faced by the NMT

users. More than 32% of the NMT users have continued in

the same mode due to issues like affordability and

convenience factors it offer to them. Meanwhile the shift

towards the newly introduced BRTS is marginally less. The

overall load on the road has not been reduced and the air

quality is deteriorating. The impact on traffic is coupled

with the increase in vehicle registrations every year due to

increasing income and more financing options. The NMT

users face issues mainly in crossing the BRT corridor and

the increased traffic. Also the disruptive bicycle tracks and

improperly maintained parking in the bicycle track are

discouraging NMT users.

The CO2 emission have increased after the introduction of

BRTS since not all the shifts were in favour to BRTS and

NMT but rather towards 2-wheelers and auto rickshaws.

This scenario is not an ideal shift paradigm. The BRTS in

short did not deliver an overall positive effect it promised.

Mobility for a small section of people is traded off with the

inconvenience of a large number of population.

Convenience the other modes offer are often preferred over

the health benefits off cycling and walking by most people.

Motorists‟ resistance to shift to NMT is very reasonable

looking at the scenario regarding infrastructure and traffic

conditions. So there is a need to consider the NMT users

while planning for BRTS systems and the shift should be

such that it supported the PT system and discourages private

modes. Infrastructure provision alone cannot make a change.

It should be supported with proper management regarding

illegal parking and encroachment and conscious planning

considering NMT users’ perspective.

Paper ID: ART20199456 10.21275/ART20199456 633

Page 6: 1, Talat Munshi 22.Ahmedabad BRTS Ahmedabad city, among the fastest growing cities in India (Forbes magazine, 2010)has a population of 6.35 million (CENSUS, 2011), with a growth rate

International Journal of Science and Research (IJSR) ISSN: 2319-7064

ResearchGate Impact Factor (2018): 0.28 | SJIF (2018): 7.426

Volume 8 Issue 7, July 2019

www.ijsr.net Licensed Under Creative Commons Attribution CC BY

References

[1] Kumar, A., Agarwal, O., & Zimmerman, S. (2011).

International Experience in Bus Rapid Transit (BRT)

Implementation: Synthesis of Lessons Learned from

Lagos, Johannesburg, Jakarta, Delhi, and Ahmedabad.

The Economist.

[2] Munshi, T., & Dijst, M. (2004). Public Trnasport

Provision in Ahmedabad India .

[3] Mahadevia, D., & Joshi , R. (2013). Low-Carbon

Mobility in India and the challenges in social inclusion.

Ahmedabad: UNEP.

[4] Woodcock, J., & Tiwari, G. (2009). Public health

benefits of strategies to reduce greenhouse-gas

emissions: urban land transport.

[5] (2010). Forbes magazine.

[6] CENSUS. (2011).

[7] AMC. (2015). http://www.egovamc.com/#.

[8] CEPT. (2015).

[9] AMC. (n.d.).

http://www.ahmedabadbrts.org/web/About_JanMarg.htm

l.

Paper ID: ART20199456 10.21275/ART20199456 634